jarvis



(No Model.) I 2 SheetsSheet 1.

S. ELJARVIS.

TRAGIION ENGINE.

Patented Feb. 16,1886.

(No Model.) 2 Sheets-Sheet 2.

S. E. JARVIS.

TRACTION ENGINE.

No. 336.412. Patented Feb. 16, 1886.

II /Il/ IIIIIII In van hr. ,samuelzfirn'x llnrren STATES PATENT OFFICE.

SAMUEL E. JAR-V 18, OF LANSING, MICHIGAX.

TRACTION-ENGINE.

SPECIFICATION forming part of Letters Patent No. 336,412, dated February 16, 1886. Application filcd December 17, 1 85. Serial No.185,l34. (X model.)

To all whom, it may concern:

Be it known that I, SAMUEL E. JARVIS, of Lansing, in the county of Ingham and State of Michigan, have invented new and useful Improvements in Traction-Engines; and I do hereby declare that the following is a full, clear, and exact description thereof, reference being had to the accompanying drawings, which form a part of this specification.

This invention relates to an improvement in traction-engines, and it is more specifically intended to form an improvement on a traction-engine patented to me March 11, 1884, No. 294,87 7.

The improvementconsists, mainly, in the construction, arrangement, and connection of the tractiongear, all as hereinafter described.

In the drawings which accompany this specification, Figure l is a diagram plan of the traction-gear, with the boiler and engine shown in dotted outlines. Fig. 2 is a vertical central longitudinal section of the tractiongear. Figs. 3, 4, and arecross-sections on the lines 00 0c, 3 y, z z in Fig. 1. Figs. 6, 7, 8, 9, and are details described and specifically referred to hereinafter.

A represents the front and B the rear axles; O, the traction-wheels; D, the boiler, and E the engine crank-shaft, all constructed and arranged in a known manner.

, The front end of the boiler is supported upon the front axle, as follows: F is a saddle,

- made in one or two parts, rivet-ed to the under side of the boiler and provided with the two downwardly projecting flanges d d. G are two-part boxes, (shown detached in Fig. 7,) the upper half of each box being provided with an upwardly-proj ecting flange, 0, through which the bolts 6 a pass and secure the boxes to the saddle F. The bolts 6 pass through curved slots in the flanges cl, so as to give the two-part boxes an adjustment in the arc of a circle described by a radius having its fixed point at 6, said adjustment being limited by the length of the slots. A sprocketwheel, f, formed in two parts bolted together, has suit able bearings formed on each end of its hub, by means of which it is journaled in the boxes 0. This sprockctwheel has a ball-socket formed in its center, which, in connection with the ball 12, forms a ball-and-socket pivot for the front axle, all as described in the abovementioned Letters Patent, with this difference, that the ball 1), instead of forming an integral part of the front axle, is now constructed as follows: 1; are two or more conical pinions loosely set into two corresponding recesses, i, (see Fig. 9,) in the ball. a u are two hollow shafts sleeved upon the axle and provided upon their inner ends with conical gear-wheels c, fitting into corresponding recesses, o, in the ball, all so arranged that when the parts are in place, as shown in Fig. 8, the pinions t and gear-wheels 1) complete the ball, while at the same time the pinions mesh with the gears. The hollow shafts a a are provided upon their outer ends with square flanges w, which engage into corresponding recesses upon the inner faces of the hubs of the front wheel.

Fig. 10 is a section taken atright angles to Fig. 3. It shows a loose pin, Q, in the ball, which engages into a segmental slot in the ball-socket, and by means of which motion is transmitted from the sprocket-wheel to the hollow shafts a without interfering with the operation of the ball-andsocket pivot, which gives the front axle entire freedom to accommodate itself to uneven ground without tilt iug the engine.

The object of the pinionst and gear-wheels o is to form aso-called compensating-gear, which transmits the power to both front wheels in such manner as to admit ofturning in any direction.

The rear end of the boiler is supported upon the rear axles in the following manner: I

' is a saddle, made in one or two parts, riveted to the under side of the boiler and pro vided with two vertically downward-project ing brackets, J. These brackets terminatein boxes J, which form bearings for the axle. To the lower parts of these boxes (shown in detail in Fig. 8) the draw-bar L is secured. They are also provided with ears 9, to which the rear ends of the braces K are pivotallysecured, and immediately below these cars they are provided with shoulders 71, with which the hooked inner ends of the draw-bars L are en gaged. M M are two hangers or brackets riveted to the under side of the boiler about midway between the front and rear saddles upon which the boiler is supported. Upon the outer edge of each of these hangers a flange, 1', is formed, which is provided with an elongated slot, 1', through which the bolt j passes, and thereby adj ustably secures the front ends of the braces K K. H H are two brace-rods,the forward ends of which are pivotally secured to the ears 9, with which the boxes G are provided. The rear ends ofthese brace-rods are threaded and secured to the brackets M by means of the nuts 7c, which admil; of a lengthening or shortening of these brace-rods. To the front side of the brackets M the bearings Z for the steering shaft m are secured in any suitable manner to admit of a limited vertical adjustment. The shaft m has the rear ends of the steering chainsnn secured to it, the front ends of which are secured to the front axle by means of clips at, the steering being effected, in the usualmanner, by winding and unwinding the chains or in one direction or another upon the shat'tm. O isa counter-shaft journaled in sliding boxes N, which are firmly supported upon the braces K. In Fig. 6 the lower half of one of these boxes is shown in detached perspective view. These boxes N are provided with sleeves 0, by means of which they are adjustably secured upon the braces K K, an adjusting-screw, p, adjusting each box in position upon the bars K.

The tractive power is first conveyed from the engine crank-shaft E to the counter-shaft O in the usual manner. A sprocket-wheel, It, secured in the middle of the countor-shaft O, conveys power to the sprocketwheelf upon the front axle by means of a chain, S. A sprocket wheel, T, upon the counter shaft 0 conveys the power to a sprocket'wheel, U, upon the rear axle by means of a chain, V. One wheel upon the rear axle is provided with aso-called compensating-gear, the bevel-gear s of which is secured to the hub of the rear traction-wheels, while the bevel-gear r is fast upon the axle, thus allowing one traction-wheel to movefaster than the other in turning.

As regards the objects of the peculiar construction and arrangement of the parts just described, it will be seen, first, the draw-bar L, braces K, and brace-rods H are all in one plane and connect the front and rear axle in direct line with each other, or nearly so; they are made strong enough to resist compression as well as tension, and therefore form with the supports a stifftruck upon which the boiler rests. The adj ustability given to the boilersupport upon the front axle (for reasons afterward explained) is made operative by securing the rear ends of the brace-rods H adjustably. The brace-rods H H and braces K also counteract effectually all torsional strain exerted by the traction-chains or by difficulties of the road; second, the chain conveying the tractive power from the counter-shaft U to the front axle can be easily tightened, if necessary, as the front support of the boiler is made in two parts, the upper one stationary and the lower one adjustable backward or forward by means of the bolts 0, the bolt e forming the pivotal point for the radial adjustment; third, the sliding boxes N, in which the counter-shaft O is journaled, admit of the tightening of the traction-chain which transmits the tractive power to the rear axle of the chain which transmits the tractive power from the crank shaft of the engine to the aforesaid counter-shaft; fourth, on account of the compensatinggear upon the middle of the front axle the steering-chains can be attached closer to the front wheels than would be the case if the front wheels were provided, in the usual manuer,with ratchets and pawls or equivalent devices necessary to allow the wheels to turn upon curves; the gain in power for steering is thereby greatly increased; fifth, the engine is enabled to draw upon all four wheels in going backward as well as in going ahead or in turning.

What I claim as my invention is 1. In a traction-engine, the combination of the front support of the boiler having a balland socket pivot,with the front axle, of the brace-rods H H, pivotally connected to said front support, of the hangers M, secured to the boiler between its front and rear supports, and having the rear ends of the brace-rods H H adj ustably connected thereto, of the braces K K, secured at one end to the brackets M, and of the rear supports of the boiler terminating in boxes in which the rear axle isjournaled and to which the rear ends of the braces K and the front ends of the draw-bar are connected, all arranged substantially as described.

2. In a traction-engine, a front support consisting ofa saddle rigidly secured to the boiler, and a journal-box secured to said saddle and adjustable thereon in the arc of a circle, substantially as described.

3. In a traction-engine, a front support consisting of a saddle stationarily secured to the boiler and having two downwardly-projecting flanges, and of two boxes secured thereto and adjustable thereon in the arc of a circle, said boxes forming the journals for a sprocketwheel to which motion is conveyed by means of a chain, substantially as described.

4. In a traction-engine, in combination, the front saddle, F, having downwardly projecting flanges d, the adjustable boxes G, having upwardly-projecting flanges c, the bolts 6 e, adjustably securing the parts together, the sprocket-wheel f, journaled in the boxes G, the ears 9 on the boxes G, the brace-rods H, and the hangers M, all arrangedsubstantially as described.

5. In a traction-engine, substantially as de scribed, the sliding boxes N, in which the counter-shaft O is journaled, which transmits the tractive power by means of chains and sprocket-wheels, substantially as described, in combination with the braces K,which run parallel to each other and form longitudinal sup ports upon which the sliding boxes N are sleeved and adjustably secured thereon, all combined substantially as and for the purposes described.

6. In a traction-engine, the combination of the braces K, arranged parallel to each other and forming a longitudinal support for the sliding boxes N, of the brackets M, having the inner ends of the braces K secured thereto vertically adjustable, of the sliding box N, adjustably sleeved upon said braces .K, and of the counter-shaft O,which transmits the tract ive power from the crank-shaft by means of sprocket-wheels and chains, all arranged for the purpose of forming proper means for ad justing the drive-chains, substantially as de scribed.

7. In a traction-engine, the combination of the saddle J, upon which the rear end of the boiler is supported upon the rear axle, of the boxes J, in which the rear axles are journaled, of the shoulders h, upon the lower side of said boxes, of the draw bar L, provided with hooked inner ends, engaging with the aforesaid shoulders, and of the system of bracerods H H, connecting, the rear supports of the boiler with the front support on the same general plane, all substantially as and for the purposes described.

8. In a traction'engine, a ball-shaped epicyclic train of gear forming one member of al balLand-socket pivot of the front axle, substantially as described.

9. The combination, with the front axle, of

a ball-shaped epicyclic train of gear in the center of a front axle, of a sprocket-wheel having a central ball-socket, of the pin Q, engaging into a segmental recess in the ball-socket, of the hollow shafts u, and of the front wheels engaging with the outer ends of the hollow shafts, substantially as described.

10. The combination, with the front axle having a recessed ball formed thereon, of an epicyclic train of gear concealed within the recesses of said ball and completing its ball form, of a sprocketwheeljournaledin the front support and having a central ball-socket,of the pin Q, engaging into a segmental recess in said ball-socket, and of the hollow shafts to, which transmit the motion from the epicyclic train to the front wheels, all arranged substantially as described.

11. The combination of the front axle and front wheels with the hollow shafts a, said hollow shafts being provided upon their inner ends with gear-wheels forming part of a ballfaced epicyclic train of gear arranged to transmit motion and forming the ball of a ball-andsocket pivot, substantially as described.

SAMUEL E. JARVIS.

Vitu esscs:

H. S. SPRAGUE, GHARLEs J. HUNT. 

